Ten Tunnels Deviation facts for kids
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| A 1958 map of the Lithgow Zig Zag and deviation | |
| Overview | |
|---|---|
| Line | Main Western |
| Location | Lithgow, New South Wales |
| Coordinates | 33°29′33″S 150°13′06″E / 33.4925858296°S 150.2184178820°E |
| Status | Operating |
| Start | Newnes Junction station |
| End | Zig Zag station |
| Operation | |
| Work begun | 1 June 1908 |
| Owner | Transport Asset Holding Entity |
| Operator | NSW TrainLink |
| Technical | |
| Length | Ten tunnels of varying length from 70 to 825 metres (230 to 2,707 ft) |
| Line length | 9.2 kilometres (5.7 mi) |
| No. of tracks | 2 |
| Gauge | 1,435 mm (4 ft 8 1⁄2 in) standard gauge |
| Electrified | 1957 |
| Grade | 1:90 |
The Ten Tunnels Deviation is a heritage-listed 9.2-kilometre (5.7 mi) section of the Main Western Line between Newnes Junction and Zig Zag stations in Lithgow, New South Wales, Australia. It was designed and built by the New South Wales Government Railways and built from 1 June 1908 and 16 October 1910. It is also known as Great Zig Zag Railway deviation tunnels and Bell to Zig Zag Ten Tunnel Railway Deviation. It was added to the New South Wales State Heritage Register on 2 April 1999.
When they opened in 1910, the tunnels replaced the Lithgow Zig Zag, which limited the length of trains over the mountains and required two changes in direction. The deviation comprises ten tunnels of varying length from 70 to 825 metres (230 to 2,707 ft) over 3.7 kilometres (2.3 mi). The work also included the excavation of a 61-metre (200 ft) cutting, the deepest cutting on the NSW rail system. Journey times were reduced by between 20 and 30 minutes.
Construction
The Act approving the construction of the double line deviation was passed by the New South Wales Parliament in December, 1906.
Construction started near the former Oakey Park Colliery on the 1 in 42 Bottom Road, which had already been duplicated in 1880. It eventually passed Bottom Points before entering a series of ten tunnels. Originally eleven were planned, but one of them was opened out instead, owing to the discovery of rock faults, leaving possibly the deepest cutting in New South Wales. The headquarters for the works was at nearby Clarence, where much of the navvies were temporarily housed. Here a temporary power station was established for rock drills, lighting, compressors, etc.
Access to the tunnel locations and the short open sections between the cliffs was extremely difficult. At one isolated point, horses and drays were placed on to the worksite by means of a crane and long jibs. There they remained until the tunnels were completed to provide them with a way out.
The supply of materials for Nos. 8, 9 & 10 tunnels was expedited by the construction of a funicular of the 4-rail type from near Mount Sinai on the original line.
Only experienced miners were employed on the more dangerous tunnelling activities, which were carried out by day and night.
The tunnels were situated on a maximum grade of 1 in 90. The line curves towards Newnes Junction after leaving the tunnels at the Sydney end.
Newnes Junction also had to be moved 660 metres to its current place, and two more tracks were also constructed for the Commonwealth Oil Corporation's Wolgan Valley Railway.
When the deviation was completed, much of the equipment was moved to the other deviation works at Glenbrook, as well as the navvies. As a result, the population of Clarence declined rapidly. The deviation was electrified along with the rest of the line in 1957.
In 1978, the roadbed of the Ten Tunnels was lowered to allow the new double deck interurbans to run on the line. The deviation today is still in use.
